Telemetry downloaded from Galloping Ghost revealed an 11g pull up,
 fuel flow

 interrupted on the way up, and then the engine restarted when fuel flow

 resumed at the top of the arc.  The aircraft was making 105 inches of
 MP(Manifold Pressure) on the way down.

 Colleen Keller

 Sport Class Race 8 Crew

 Ted Carter



 Dave,

 Do you think Jimmy could have survived the 11g pull up?

 rog

 That 11g pull-up would have instantaneously killed anyboby,especially a 74
year old man,not
wearing a pressure suit..
 That high G-force also probably ripped the pilot's seat right off its
anchoring bolts
 .Recall that clear close-up picture of the GG,nose-down,just before
impact,posted in the media of
the canopy with no occupant visible.
 The shock of the force,pushed Jimmy back and down in the cockpit,killing
him,instantaneously.There
just was no way he could have recovered... .

 Dave Young

That is counter to what I've read..  Aircraft seats are often designed to a
26G standard because the
human body can survive that kind of impact. So to say that 11g is instantly
fatal doesn't quite add
up for me.


Matt-


The human body can survive up to around 40 g, properly restrained, in a
collision, not in a sustained maneuver.  Without  g-suit, most people start
to black out at 4g.  I you do the "grunt" exercise, you can get that to 6g,
maybe more.  With a g-suit, you can do maybe 9g and that can go to 11 with
the "grunt" routine.  They now put F-16 pilots in a centrifuge to
demonstrate they can maintain consciousness at 11g.  Jimmy Leeward didn't
have any of that.  He was in a standard seat configuration and had a sudden,
SUSTAINED exposure to 11g.  If the seat had broken, which is suggested by
some of the photos, he was in even deeper guano.

Steve Brazil

---------------------------------------------------------------------------

I agree with Steve. As an F-16 pilot, I can vouch that it is common to pull
and sustain 9Gs on most tactical air-to-air sorties. F-16 pilots wear a
g-suit which pressurizes from the waist down, a pressurized vest for the
chest region, and a bladder in the back of the helmet that inflates to
assist with pressurize air flowing into the mask with under G loading. All
of these accoutrements serve to increase G tolerance for the fighter pilot
by maintaining blood pressure in their cranium. As blood pressure reduces in
the head, the first area affected is vision with the peripheral vision being
reduced, followed by gray out, followed by GLOC (G induced loss of
consciousness). The rate that the latter occurs is directly related to the
onset of the Gs. With a quick onset of G, the stages describe may transpire
in less than a second, and conversely, a gradual onset of G is more
desirable in order to prevent GLOC. A well trained fighter pilot can sustain
5 to 7Gs without assistance of anti-G devices. The G-suit (or we called them
speed jeans) were good for an additional 1.5Gs, and the vest and helmet will
add another 1.5G. Even with all of that, in order to "sustain" 9Gs the pilot
has to be effective with a straining maneuver or "grunt". Being a
fly-by-wire machine, the F-16 will not allow itself to exceed 9Gs by much.
Experienced fighter pilots could sustain 11Gs for a little while but it
would require a lot of effort to not "go to sleep". In this case I would
suspect that the fighter pilot would have to be prepared for the G and have
a controlled onset in order to maintain consciousness...not instantaneous G
onset. I've flown several sorties that gun camera video verified GLOC of the
opposing pilot for up to 10 seconds while under the gun sight (lead
computing pipper). It was observed that after GLOC, his jet stopped pulling
Gs (quit turning) for "some" seconds, and then rapidly began turning again.
The pilot was usually unaware it had happened to him until seeing the gun
video. This usually isn't a problem at altitude in an air-to-air engagement,
but at low altitude in air-to-air or air-to-ground role it can be terminal
because there just isn't enough time to recover consciousness before ground
impact. The USAF spent an extraordinary amount of money to train and equip
F-16 pilots to deal with GLOC as they were losing machines and pilots all
too often in the beginning of the F-16 program. The jet could easily exceed
the human's capabilities.

In the Reno case, an instantaneous 11Gs, and then sustained for 2-3 seconds,
would most probably cause a GLOC until the Gs subside to less than 4Gs or
so, or ground impact.

On another note, I have located a new upper wing for my Glass Goose to
replace the one that was eaten up by the alcohol in ethanol gas. I'm going
to replace the wing and get 'er flying myself. I'm sure glad the Renesis ran
like a top. It'll give me motivation to get it going again after I finish a
SeaRey LSX.

Sandy McNabb
Renesis in a Glass Goose (on temporary hold)


Sandy, I understand that Briggs and Straton have an alcohol test kit
for auto gas.  Rumor has it high test auto gas in some areas does
not have alcohol.

Paul Lamar